ATA 27 - Flight Controls

BD-500-1A10
BD-500-1A11
 27 - Flight Controls

Table of Contents
27-00 Introduction...................................................................27-2
Fly-By-Wire System ..........................................................27-4
Electronic Flight Control System Controls ........................27-6
Sidestick Controllers ....................................................27-6
Sidestick Priority Pushbutton Annunciators .................27-6
Rudder Pedal Assemblies,
AILERON/RUDDER Trim Panel,
and Flight Spoiler Control Lever ..................................27-8
Prim Flt Ctrl Panel........................................................27-8
Flight Controls Indications ..............................................27-10
Electronic Flight Control System ....................................27-12
Normal Mode .............................................................27-12
Electronic Flight Control System Surface Actuation .......27-16
Aileron Surface Actuation ..........................................27-18
Rudder Surface Actuation..........................................27-20
Elevator Surface Actuation .......................................27-22
Spoiler Surface Actuation ..........................................27-24
Horizontal Stabilizer Surface Actuation......................27-26
Non-Electronic Flight Control System ............................27-28
High Lift System.........................................................27-28
High Lift System Control ............................................27-30
Slats and Flaps Surface Actuation.............................27-32
High Lift System Architecture ....................................27-34
Special Tools ..................................................................27-36
Sidestick Controller Lockout Pin ................................27-36
Multifunction and Ground Spoiler Actuator
Locking Collars ..........................................................27-38
Safety .............................................................................27-40

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 27 - Flight Controls

List of Figures
Figure 1: Flight Controls .......................................................27-3
Figure 2: Fly-By-Wire Concept .............................................27-5
Figure 3: EFCS - Sidestick Controllers and
Sidestick Priority Pushbutton Annunciators...........27-7
Figure 4: Rudder Pedal Assemblies,
Flight Spoiler Control Lever,
Aileron/Rudder Trim Panel,
and PRIM FLT CTRL Panel ..................................27-9
Figure 5: Flight Controls Indications ...................................27-11
Figure 6: Electronic Flight Control System -
Normal Mode, PFCC Direct Mode,
and REU Direct Mode .........................................27-13
Figure 7: Alternate Flight Control Unit Direct Mode............27-15
Figure 8: Electronic Flight Control System
Surface Actuation ................................................27-17
Figure 9: Aileron Surface Actuation....................................27-19
Figure 10: Rudder Surface Actuation ...................................27-21
Figure 11: Elevator Surface Actuation..................................27-23
Figure 12: Spoiler Surface Actuation....................................27-25
Figure 13: Horizontal Stabilizer Surface Actuation ...............27-27
Figure 14: High Lift System ..................................................27-29
Figure 15: Slat/Flap Control Panel .......................................27-31
Figure 16: Slats and Flaps Surface Actuation ......................27-33
Figure 17: High Lift System Architecture ..............................27-35
Figure 18: Sidestick Controller Lockout Pin..........................27-37
Figure 19: Multifunction Spoiler PCU and
Ground Spoiler Actuator Locking Collars ............27-39
Figure 20: Safety ..................................................................27-41

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 FLIGHT CONTROLS - CHAPTER BREAKDOWN
Flight Controls Chapter Breakdown

Electronic Flight Horizontal Stabilizer

Control System Trim System
1 5

Aileron System Spoiler System

2 6

Rudder System High Lift System

3 7

Elevator System
4
 27 - Flight Controls
27-00 Introduction

27-00 INTRODUCTION

The flight control system (FCS) consists of electrohydraulically and

electromechanically-actuated flight controls. The flight controls are
divided into electronic flight control system (EFCS) primary flight
controls, and EFCS secondary flight controls, as well as non-EFCS flight
controls.
The EFCS primary controls consist of the ailerons, elevators, and
rudder. All of the primary flight controls are powered by hydraulic power
control units (PCUs).
The EFCS has aileron and rudder trim functions; there is no elevator trim
function.
The EFCS secondary flight controls consist of the horizontal stabilizer,
multifunction spoilers, and ground spoilers. The horizontal stabilizer is
actuated by an electrically-operated horizontal stabilizer trim actuator.
Each of the eight multifunction spoilers (MFSs) are operated by a single
PCU. Each of the two ground spoilers are operated by a single actuator.
The non-EFCS flight controls consist of the high lift system, which
includes the leading edge slats and trailing edge flaps.

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Slats

Aileron

Multifunction
Spoilers

Flaps

Ground Rudder
Slats Spoiler

Horizontal
Stabilizer

Ground
Spoiler

Flaps

Multifunction
Spoilers
Horizontal
Stabilizer
Elevators
Aileron

CS1_CS3_2700_011
LEGEND
EFCS Primary Flight Control Surfaces
EFCS Secondary Flight Control Surfaces
Non-EFCS Flight Control Surfaces

Figure 1: Flight Controls

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FLY-BY-WIRE SYSTEM
The electronic flight control system (EFCS) is a fly-by-wire (FBW)
system that replaces the conventional manual flight controls.
A typical conventional system uses a combination of cables, push-pull
rods, bellcranks, and other mechanical components to transmit pilot
commands to the flight controls. Flight control feedback is felt by the pilot
through the control columns and rudder pedals.
In a FBW system, the movement of flight compartment controls
(inceptors) is converted to electronic signals. Flight control computers
determine how to move the actuators at each control surface to provide
the ordered response. FBW also allows automatic signals, sent by the
aircraft computers, to perform functions without pilot input, such as
autopilot control.
The FBW system uses a dual-loop philosophy, with the inner loop
consisting of inceptor inputs sent to the computer, and the computer
sending command signals to the flight control actuation system. The
outer loop consists of the aircraft response to the flight control
movement, and the resulting aircraft attitude and status being sent back
to the aircraft computers. This philosophy ensures the FBW system is
providing the necessary inputs and aircraft attitude changes to satisfy
pilot intent.

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MECHANICAL
FLIGHT CONTROL SYSTEM

CONTROL
COLUMN

CABLES SPRING ROD

PUSH/PULL
RODS

FEEL SURFACE

AUTOPILOT
SERVOCONTROL ACTUATOR

AUTOPILOT FLY-BY-WIRE SYSTEM

AUTOPILOT COMPUTED COMMAND AIRCRAFT
COMPUTER RESPONSE

COMPUTED COMMAND

Servovalve

FLIGHT
PILOT COMMAND CONTROL
COMPUTER SURFACE

CS1_CS3_2700_023
SIDESTICK CONTROLLER HYDRAULIC
PRESSURE LEGEND

FEEDBACK Inner Loop

Outer Loop

Figure 2: Fly-By-Wire Concept

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ELECTRONIC FLIGHT CONTROL SYSTEM CONTROLS

SIDESTICK CONTROLLERS
The EFCS flight compartment controls are known as inceptors. The
inceptors include two sidestick controller (SSCs), one located on the
pilot side console and the second on the copilot side console. The SSCs
control aircraft roll and pitch authority. The SSCs each have a pitch trim
switch and a combined autopilot (AP) disconnect/sidestick controller
priority (PTY) switch.

SIDESTICK PRIORITY PUSHBUTTON ANNUNCIATORS

Each pilot has access to a sidestick priority pushbutton annunciator
(PBA), located on the glareshield.
At the discretion of the pilot, selecting the AP/PTY switch on an SSC,
provides that SSC with momentary control of the EFCS, overriding the
other SSC inputs. The green PTY legend in the glareshield pushbutton
annunciator (PBA) flashes, accompanied by an aural warning, to
indicate the SSC in control.
When the sidestick priority PBA is selected, the EFCS responds
exclusively to the sidestick selected. A red arrow in the PBA indicates
the SSC is in command. To latch the SSC in control, the PBA is pressed.
The green PTY legend illuminates as a reminder to the crew.

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Pitch Trim
Switch

B B
ND

AP/P

TY
NU AP/PTY
(Autopilot
Disconnect/Sidestick
A A Priority) Switch

A SIDESTICK CONTROLLER

SIDESTICK SIDESTICK

PT
PTY
TY PT
PTY
TY

CS1_CS3_2750_081
B LEFT SIDESTICK B RIGHT SIDESTICK
PRIORITY PBA PRIORITY PBA

Figure 3: EFCS - Sidestick Controllers and Sidestick Priority Pushbutton Annunciators

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RUDDER PEDAL ASSEMBLIES, AILERON/RUDDER TRIM PANEL,

AND FLIGHT SPOILER CONTROL LEVER
The EFCS inceptors include two sets of interconnected rudder pedal
assemblies.
A combined aileron and rudder trim panel is located on the center
pedestal.
A flight spoiler control lever (FSCL) is located on the center pedestal.

PRIM FLT CTRL PANEL

A PRIM FLT CTRL (primary flight controls) panel has PBAs that can be
used by the pilot to turn OFF each of the primary flight control computers
(PFCCs).

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RET
A B A
C 1/4
R
E
1/2
T
3/4 R
A
FULL C
T
MAX

SPOILER

A RUDDER PEDAL ASSEMBLY B FLIGHT SPOILER CONTROL LEVER

AILERON RUDDER
PRIM FLT CTRL
NL NR PFCC 1 PFCC 2 PFCC 3

L R
W W
D D OFF OFF OFF

CS1_CS3_2710_009
C AILERON/RUDDER TRIM PANEL D PRIM FLT CTRL PANEL

Figure 4: Rudder Pedal Assemblies, Flight Spoiler Control Lever, Aileron/Rudder Trim Panel, and PRIM FLT CTRL Panel

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FLIGHT CONTROLS INDICATIONS

Aileron trim, rudder trim, horizontal stabilizer trim, and slat and flap
positions are displayed on the engine indication and crew alerting
system (EICAS) page. Crew alerting system (CAS) messages are also
displayed.
The aileron, elevator, rudder, and spoiler position and status are
displayed on the FLT CTRL synoptic page.
The high lift system (slats and flaps) position and status are also
displayed on the synoptic page.

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CLB PFCC 1 OFF STATUS AIR DOOR ELEC FLT CTRL

90.7 90.7
60.5 60.4 FUEL HYD AVIONIC INFO CB

N1
SYNC

642 654
EGT

82.3 N2 82.3
770 FF (KPH) 775
GEAR
101 OIL TEMP 101
99 DN DN DN
99 OIL PRESS
SLAT/FLAP
MID SLAT / FLAP 03
TOTAL FUEL (KG) 10900 3
2730 5420 2750 SPOILER OUT
CAB ALT 1000 RATE 500 TRIM
AIL AIL AIL
ó3 4.1 CREW OXY 1850 NU LWD RWD
LDG ELEV 570
STAB 8.7
TEMP 4.2
(°C) 24 25 23
ND
NL RUDDER NR
INFO ELEVATOR ELEVATOR
1of1

RUDDER

EICAS PAGE FLIGHT CONTROLS SYNOPTIC PAGE

CS1_CS3_2700_002
Figure 5: Flight Controls Indications

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ELECTRONIC FLIGHT CONTROL SYSTEM An attitude heading computer (AHC) provides the EFCS with feedback
information of the aircraft response to commands.
The EFCS consists of the following components:
The crew can turn off a PFCC by selecting the associated PBA on the
• Flight compartment inceptors
primary flight controls panel. Command automatically reverts to one of
• PRIM FLT CTRL panel the remaining PFCCs.
• Primary flight control computers (PFCCs)
• Inceptor interface modules (IIMs)
• Remote electronic units (REUs)
• Alternate flight control unit (AFCU)
• Motor control electronics (MCE) unit
• Ground spoiler control module (GSCM)
The three PFCCs, three IIMs, and AFCU report system status and failure
information to EICAS, the flight controls synoptic page, and the onboard
maintenance system (OMS).

NORMAL MODE
In normal mode, the pilot control inputs are read by the three IIMs. The
IIMs transmit the flight deck sensor positions directly to the PFCCs. Only
one PFCC is in control at a time, while the remaining two maintain
standby status. The control PFCC retransmits the surface command
signals to the ten REUs through the IIMs. The REUs command the flight
control PCUs. Two or more REUs command each control surface for
redundancy. The REUs also indirectly command the electromechanical
actuator of the horizontal stabilizer, through the MCE unit.
If normal mode cannot be sustained due to loss of air data to the EFCS,
the system reverts to PFCC direct mode. In this mode, autopilot is lost
due to a lack of envelope protection.
If the EFCS loses the PFCCs, the system will further revert to REU direct
mode (command-by-wire). In this mode, pilot control inputs are
processed by the REUs and sent directly to the control surface PCUs.

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PRIM FLT CTRL AHC PCU

PANEL
REUs
RUDDER

PFCC 1 PFCC 2 PFCC3

PCU
FLIGHT DECK REUs
INCEPTORS AILERONS
EICAS

Sidestick PCU
Controller (2X) SYN
REUs
ELEVATORS
Pitch Trim OMS
Switche (2X)
HORIZONTAL STABILIZER
TRIM ACTUATOR
Rudder Pedal
Assembly (2X)
IIMs MCE
Flight Spoiler
Control Lever
AFCU
Aileron/Rudder
Trim Panel HORIZONTAL
STABILIZER

FLIGHT CONTROL ACTUATION

LEGEND • Aileron PCU (4X)

• Elevator PCU (4X) PCU
AFCU Alternate Flight Control Unit • Rudder PCU (3X)
REUs
AHC Attitude Heading Computer • Multifunction Spoilers PCU (8X)
IIM Inceptor Interface Module • Ground Spoiler Actuator (2X) MFSs
MCE Motor Control Electronics

CS1_CS3_2700_021
via Ground Spoiler Control Module
MFS Multifunction Spoiler • Horizontal Stabilizer Trim
PCU Power Control Unit ACTUATOR
PFCC Primary Flight Control Computer Actuator via Motor Control GROUND SPOILER
REU Remote Electronic Unit Electronics (MCE) Box CONTROL MODULE
GROUND
SPOILERS

Figure 6: Electronic Flight Control System - Normal Mode, PFCC Direct Mode, and REU Direct Mode

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Alternate Flight Control Unit Direct Mode

The alternate flight control unit (AFCU) direct mode is enabled when the
minimum flight control requirements cannot be met by the REUs on any
pitch, roll, or yaw axis. When engaged, the AFCU controls one actuator
on each of the primary flight control surfaces for the failed axis.
Reversion to AFCU direct is considered an abnormal event and requires
landing at the nearest suitable airport.
The AFCU provides an independent and segregated control path from
the flight deck controls to the flight control surfaces. This is sent directly
to all primary flight control surfaces using dedicated sensors and
electrical control channels, and does not rely on the IIMs or REUs.
The AFCU direct mode is comparable to the REU direct mode because it
calculates the appropriate flight control surface position commands
based on direct mode CLAWS.
It also commands engagement of the alternate pitch trim controlled by
the MCE.
When the EFCS reverts to AFCU direct mode, the MFSs are not
available, and automatic ground spoiler (GS) and multifunction spoilers
(MFSs) deployment on landing is not available.

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PRIM FLT CTRL AHC PCU

PANEL
REUs
RUDDER

PFCC 1 PFCC 2 PFCC3

PCU
REUs
FLIGHT CONTROL AILERONS
EICAS

Sidestick PCU
Controller (2X) SYN
REUs
ELEVATORS
Pitch Trim OMS
Switch (2X)
HORIZONTAL STABILIZER
TRIM ACTUATOR
Rudder Pedal
Assembly (2X)
IIMs MCE
Flight Spoiler
Control Lever
AFCU
Aileron/Rudder
Trim Panel HORIZONTAL
H
STABILIZER
S

DEGRADED FLIGHT CONTROL ACTUATION

LEGEND PCU
AFCU Alternate Flight Control Unit • Aileron PCU (2X)
• Elevator PCU (2X) REUs
AHC Attitude Heading Computer
IIM Inceptor Interface Module • Rudder PCU MFSs
MCE Motor Control Electronics

CS1_CS3_2700_022
• Horizontal Stabilizer Trim
MFS Multifunction Spoiler Actuator via Motor Control
PCU Power Control Unit ACTUATOR
Electronics (MCE) Box
PFCC Primary Flight Control Computer GROUND SPOILER
REU Remote Electronic Unit CONTROL MODULE
GROUND
SPOILERS

Figure 7: Alternate Flight Control Unit Direct Mode

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ELECTRONIC FLIGHT CONTROL SYSTEM SURFACE

ACTUATION
The EFCS uses hydraulically-powered actuation for primary surface
control (ailerons, elevators, and rudder) and spoilers. Each elevator and
aileron surface has two actuators in an active-active configuration. The
single-surface rudder has three actuators in an active configuration, and
each spoiler surface has a single actuator.
The power control units (PCUs) receive hydraulic pressure from the
three hydraulic systems in different configurations. All of the PCUs
(except ground spoilers) provide actuator position signals to the EFCS.
The horizontal stabilizer surface is electromechanically actuated. The
horizontal stabilizer actuation system includes the horizontal stabilizer
trim actuator (HSTA), using two motors in an active-standby
configuration.

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Rudder
PCUs

Ground
Spoiler
Actuator

Multifunction
Spoiler PCUs Horizontal
Stabilizer
Actuator
Aileron PCUs
Elevator
PCUs

GROUND
SPOILER ELEVATOR
ACTUATOR PCU
RUDDER
MULTIFUNCTION PCU
AILERON PCU SPOILER PCU

LEGEND

CS1_CS3_2700_003
HORIZONTAL Hydraulic System No. 1
NOTE STABILIZER TRIM Hydraulic System No. 2
ACTUATOR
Right wing components and hydraulic Hydraulic System No. 3
source identical to left wing Electrical Power

Figure 8: Electronic Flight Control System Surface Actuation

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AILERON SURFACE ACTUATION

The roll movement of the aircraft is achieved by asymmetrical movement
of the left and right aileron surfaces. The aileron control system is part of
the FBW system. The aileron control surfaces are located on the
outboard rear spar of each wing. The aileron position is controlled by the
sidestick controller and powered by the aileron power control system,
which includes two electrohydraulic PCUs per aileron.
The PCUs operate the aileron surfaces and act as gust locks on the
ground after engine shutdown, restraining the ailerons against ground
gust loads.

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AILERON PCU

Inboard Hinge Fitting

Hinge Fitting
Hinge Fitting

CS1_2710_002
Outboard Hinge Fitting
AILERON

Figure 9: Aileron Surface Actuation

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RUDDER SURFACE ACTUATION

Yaw control is provided by a single rudder assembly attached to the aft
spar of the vertical stabilizer. The rudder is actuated by three PCUs,
each supplied by separate hydraulic systems. The PCUs operate the
rudder surface, and act as gust locks on the ground after engine
shutdown, restraining the rudder against ground gust loads.
Control inputs to the rudder are provided by two sets of rudder pedal
assemblies. The rudder pedal assemblies are located forward of the pilot
and copilot seat tracks, under the forward instrument panels. The pedal
assemblies are interconnected. Forward movement of the pilot left pedal
causes the right pedal to move rearward, and vice versa. This results in
the same fore and aft movement of the copilot pedals.

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Hinge
Fitting

PCUs

CS1_CS3_2720_001
RUDDER ASSEMBLY

Figure 10: Rudder Surface Actuation

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ELEVATOR SURFACE ACTUATION

The pitch movement of the aircraft is achieved by symmetrical
movement of the left and right elevator surfaces. The elevator control
system is part of the FBW system. The elevator control surfaces are
located on the aft rear spar of the horizontal stabilizer. The surfaces are
powered by the elevator power control system, which includes two
electrohydraulic PCUs per elevator. The PCUs operate the elevator
surfaces, and act as gust locks on the ground after engine shutdown,
restraining the elevators against ground gust loads.
The elevator system has no trim function. Pitch trimming is provided by
the horizontal stabilizer trim system (HSTS).

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PCUs

Hinge Fittings

ELEVATOR

01
CS1_CS3_2730_001
Hinge Fittings

Figure 11: Elevator Surface Actuation

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SPOILER SURFACE ACTUATION

The aircraft is equipped with eight MFSs, controlled and operated as part
of the FBW system. Four spoiler panels are mounted on the upper
surface of each wing. Each panel is actuated by a single
hydromechanical power control unit (PCU) receiving hydraulic pressure
from one of the hydraulic systems. The FBW system monitors MFS
movement using sensors installed near each PCU.
Each of the two ground spoilers are operated by a single actuator.
Spoilers are used for the following functions:
• Roll assist
• Ground lift dumping
• Lift dumping

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Ground Spoiler

Left MFS 1

Left MFS 2

A Left MFS 3

Left MFS 4
B

LEGEND

CS1_CS3_2760_008
MFS Multifunction Spoiler

A GROUND SPOILER B MULTIFUNCTION SPOILER

ACTUATOR
POWER CONTROL UNIT

Figure 12: Spoiler Surface Actuation

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HORIZONTAL STABILIZER SURFACE ACTUATION

A single motor control electronics (MCE) unit commands the horizontal
stabilizer trim actuator (HSTA), based on signals from the electronic
flight control system (EFCS) and the pitch trim switches. The horizontal
stabilizer is trimmed up or down to avoid constant pressure on the
elevator surface, which significantly reduces aircraft drag, and keeps the
elevator free of movement. The horizontal stab trim switches (pitch trim
switches) are located on the pilot and copilot sidestick controllers
(SSCs). The switch is comprised of two separate switches that must be
pushed simultaneously to enable trim operation. When pushed, the
switches must be moved fore or aft together to move the stabilizer to the
desired trim setting.
The stabilizer is controlled by a single electromechanical HSTA. The
actuator consists of two brushless DC motors on a single shaft, with spur
gearing driving a ball screw. A no-back assembly and electric brake
prevent unintended movement of the stabilizer.

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Horizontal
Stabilizer

Horizontal
Stabilizer
Trim Actuator

Horizontal
Stabilizer
Center Box

CS1_CS3_2740_001
MOTOR CONTROL ELECTRONICS UNIT

Figure 13: Horizontal Stabilizer Surface Actuation

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NON-ELECTRONIC FLIGHT CONTROL SYSTEM

HIGH LIFT SYSTEM

The non-EFCS flight controls (high lift system) are consist of the flaps
and slats. There are two flap surfaces and four slat surfaces per wing.

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Slats

Flaps

Slats

Flaps

CS1_CS3_2750_024
Figure 14: High Lift System

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HIGH LIFT SYSTEM CONTROL

The slats and flaps are controlled by a single slat/flap control lever
(SFCL) mounted on the center pedestal. The lever has six equally
spaced detent settings, numbered 0 to 5. The lever can be moved from 0
to 5 without restriction. However, moving from 5 to 0 requires stopping at
two gated positions: 4 and 2. The handle has a finger lift feature that
requires lifting the mechanism to allow the handle to be moved.
In the event of a failure in the SFCL a guarded alternate flap (ALTN
FLAP) switch is provided. This moves the slats and flaps to the
equivalent of position 3 on the SFCL, regardless of the actual position of
the SFCL.

NOTE
The SFCL is also referred to as the high lift selector lever (HLSL)
and the slat/flap selector lever.

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Slat/Flap
Control Lever

Finger
Lift

Alternate
Flap Switch

CS1_CS3_2750_025
SLAT/FLAP CONTROL PANEL

Figure 15: Slat/Flap Control Panel

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SLATS AND FLAPS SURFACE ACTUATION

The aircraft uses non-slotted leading edge slats driven by 16 slat
actuators operating through rack and pinion assemblies. There are eight
slat panel assemblies, four per wing, attached to the wing leading edges.
Each slat assembly incorporates two rack and pinion assemblies, which
support the slats on slat rollers mounted to the wing.
The aircraft is equipped with four flap assemblies. Each wing has one
inboard and one outboard flap assembly, mounted on the wing trailing
edge. Each flap assembly incorporates two carriage and roller
assemblies, which support the flaps on two flap tracks mounted to the
wing. The flaps are operated by eight flap actuators, with two actuators
per flap assembly.

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Slat
Assembly
Flap
Flap Actuator
Assembly

Pinion
Gear

FLAPS AND SLATS STOWED

Flap
Carriage Flap
Track

Slat
FLAPS AND SLATS DEPLOYED Drive
Rack

CS1_CS3_2750_026
Figure 16: Slats and Flaps Surface Actuation

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HIGH LIFT SYSTEM ARCHITECTURE

The high lift system is controlled and monitored by two slat/flap The flaps are also monitored for skew. The flaps skews are linear
electronic control units (SFECUs). Each SFECU has two channels: one variable differential transformers (LVDTs) and rotary variable differential
for the slats and the other for the flaps. transformers (RVDTs). The flap skew sensors report directly the
SFECUs.
Upon command by the slat/flap control lever (SFCL), the SFECUs
command motors inside the slat and flap power drive units (PDUs).
The slat PDU motors are powered by hydraulic system no. 2 and WARNING
hydraulic system no. 3. The flap PDU motors are powered by hydraulic
system no. 1 and hydraulic system no. 3. The PDUs drive the IT IS IMPORTANT TO FLAG THE SFCL WHENEVER THE
transmission systems that drive the slat and flap actuators. The ENGINE COWLINGS ARE OPENED. OPERATION OF THE
actuators extend and retract the slats and flaps. SLATS WITH THE COWLINGS OPEN CAN RESULT IN INJURY
TO PERSONNEL, AND/OR DAMAGE TO THE AIRCRAFT AND
To avoid unwanted movement of the slats or flaps, the PDUs incorporate EQUIPMENT.
brakes. These brakes are controlled by the SFECUs and are
automatically applied when hydraulic pressure is off. In addition,
outboard brakes (OBBs) are located towards the end of the transmission
system to prevent unwanted movement. The OBBs are controlled by the
SFECUs and are automatically applied when hydraulic pressure is lost.
An outboard position asymmetry sensor (OPAS), located at the end of
each transmission system, is used to monitor the movement of the drive
system to ensure there is no disconnect in the drive system between the
PDU and OPAS. If an asymmetry condition is detected, the slats and
flaps are immediately shutdown.
Skews sensors are used on the track drives in the location of the rotary
geared actuators (RGAs). These sensors monitor the movement of the
surface (slat or flap) to ensure the surface does not skew as a result of
mechanical failure. If a skew is detected, the brakes are applied by the
SFECU to prevent further movement of the system.
Proximity sensors are used for slat skew sensing. The proximity sensors
report to the landing gear and steering control units (LGSCUs). The
LGSCUs report to the SFECUs.

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LEGEND
Hydraulic System No. 1 SFECU
Hydraulic System No. 2 EICAS SLAT
FLAP
Hydraulic System No. 3 Slat Channel A
ACT Actuator
OBB Outboard Brake SYN
OPAS Outboard Position Asymmetry Sensor Flap Channel B
PDU Power Drive Unit OMS
POB Pressure-Off Brake
SFECU Slat/Flap Electronic Control Unit
FPS FeedBack Position Sensor FLAP LIMIT (VFE)

S Skew Sensor 1 - 230 KT

1 SL 2 - 210 KT
L S AT > 3 - 210 KT <

AT S 4 - 190 KT
R
SL AC 1 5 - 170 KT
CT
+

A SLAT PDU
T
S
NORM
S
AC
L2 A CT FPS Gearbox FPS T SL
AT
> DPLY <

AT S S R
SL CT
AC
T
2
A
POB POB
S S
T AC SL SLAT/FLAP
3 AC T
TL
Motor Motor AT
S S CONTROL PANEL
S LA T AC R 3
AC T
S S
T AC SL
4 AC T
TL S S AT
S LA AC R 4
T OB
B AC T B
OB
S S
T AC
AC T
OP
AS AS
OP
FLAP PDU
FPS FPS
ACT ACT Gearbox ACT ACT
ACT
ACT S S S S
S S
POB POB
OBB INBOARD FLAP INBOARD FLAP
OBB
ACT
ACT

CS1_CS3_2750_040
S AP Motor Motor OUT OPA
OPA S FL BOA S S
B OARD RD F
LAP
OUT

Figure 17: High Lift System Architecture

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SPECIAL TOOLS

SIDESTICK CONTROLLER LOCKOUT PIN

The pilot and copilot sidestick controller (SSC) assemblies incorporate
provisions for the installation of a lockout pin to prevent movement of the
SSC during maintenance. The lockout pin has a T-handle and a
REMOVE BEFORE FLIGHT flag. In order to insert the lockout pin, the
SSC bellows assembly must be unseated. After removal of the pin, the
bellows must be reseated.

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Bellows Must
be Lifted to
Insert Pin

REMOVE BEFORE FLIGHT

CS1_CS3_2700_008
PILOT SIDESTICK CONTROLLER

Figure 18: Sidestick Controller Lockout Pin

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MULTIFUNCTION AND GROUND SPOILER ACTUATOR LOCKING

COLLARS
The multifunction spoilers (MFS) PCUs can be locked in the extended
position for access, maintenance, or spoiler removal/installation. A
locking collar is used for this purpose. Upon extension of the actuator
(spoiler deployed), the collar is installed around the actuator piston. The
collar is secured with a T-handle lock pin and has a REMOVE BEFORE
FLIGHT flag attached.
The purpose of the ground spoiler actuator locking collar is the same as
the MFS PCU locking collar. Other than appearance, the use of the
device is identical. The collar is secured with a T-handle locking pin and
has a REMOVE BEFORE FLIGHT flag.

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Ground Spoiler Actuator Locking Pin MFS PCU

Locking Collar Insertion Point Locking Collar

Locking
Pin Locking
Pin

Locking Pin
Insertion Point

GROUND SPOILER ACTUATOR

MULTIFUNCTION SPOILER PCU

CS1_CS3_2750_005
Figure 19: Multifunction Spoiler PCU and Ground Spoiler Actuator Locking Collars

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SAFETY
The following safety practices, in accordance with the Aircraft
Maintenance Publication (AMP), must be followed when working on the
flight controls system:
• Do not extend slats with the engine cowls open
• Ensure the area is clear before moving powered flight control
surfaces

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• Do not extend the slats with the engine cowls

open
• Ensure area is clear before moving powered
flight controls

CS1_CS3_2700_005
Figure 20: Safety

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